Typewriting machine



Aug. 21, 1945. J. J. KITTEL TYPEWRITING MACHINE Original Filed July 3, 1943 ll Sheets-Sheet l INVEN'I OR JOHN J. .K I TTE L BY f" 2 54 ATTORNEY Aug. 21, 1945. .1. J. KITTEL I TYPE-WRITING- MACHINE Original Filed July 3, 1945 ll Sheets-Sheet} O \D INVENTORN WW NEYS A ATTOR Aug. 21, 1945- J. J. KITTEL 2, 83,258

TYPEWRITING- MACHINE Original Filed July 5, 1943 ll Sheets-Sheet 5 INVENTOR JOHN J. KITTEL ATTORNEYS Aug. 21 1945; J. J. KITTEL V TYPEWRITING MACHINE "Sxiginal Filed July 5, 1943 ll Sheets-Sheet 6 INVENTOR JUHNJI KITTEL *M ATTORNEYS Aug. 21, 1945- .1. .1. KiTTEL TYPEWRITING MACHINE Original Filed July 3, 1943 ll Sheets-Sheet '7 Patented Aug. 21, 1945 TYPEWRITIN G MACHINE John Joseph Kittel, St. Albans, N. Y., assignorto Royal Typewriter Company, Inc., New York,

N. Y., a corporation of New York A Original application July 3, 1943, Serial No.

493,450. Divided and this application March 4, 1944, Serial No. 525,058

(cl. 1914s) 44 Claims.

This invention relates to typewriting or like machines, and more particularly to machines of this class in which mechanism usually operated by manual efiort is operated byv power supplied by a motor or. motors, under manual control.

This application is a division of my co-pending :pplication Serial Number 493,450, filed July 3, 1 43.

An object of the invention is to provide a power operated typewriter or like machine in which the power supplying and manual control mechanism is so arranged and so interconnected with other parts of a standard or more nearly standard kind customarily embodied in manually operated typewriters that the power and control mechanism may be operatively associated with such other parts with a minimum of modification of the basic machine construction.

Another object is to provide a machine of the class referred to with improved power drive mechanism for actuating, under manual control, parts performing usual typewriter functions such as line spacing, carriage drive in both directions, and back spacing. 1

Another object is to provide a typewriter or like machine of the character referred to in which the power for actuating or controlling the actuation of the parts performing some of these operating functions is transmitted through a fluid coupling having the property of cushioning the operating effort and reducing shock.

Another object is to provide improved fluid drive mechanismior causing a typewriter carriage to perform letter spacing and return or back spacing movements.

Another object is to provide mechanism for efi'ecting step-Toy-step back spacing of a typewriter carriage by power transmitted through an impositive drive cushioning device, preferably a fluid coupling.

Another object is to provide a typewriter or like machine in which the escapement mechanism for controlling the traveling carriage movements comprises two separate units operable selectively for effecting letter spacing and back spacing carriage movement respectively.

Another object is to provide a typewriter or like machine equipped with improved line spacing mechanism operable by power means such as a spring motor.

Another object is to provide line spacing mechanism of the kind referred to including resetting means operable by power transmitted through an impositive drive device, 'for example a fluid cou- Pling.

A further object is to provide an improved arrangement of drive connections for transmitting variable slip torque from the driving to the driven elements. v

Other objects will'become apparent from a read ing of the following description, "theappended claims, and the accompanying drawings in which: Figure 1 is a vertical cross sectionafviewof a typewriter embodying the invention, th section: being takenfore and aft of the machinej Figure 2 is a view mainly in elevation from the left side of the typewriter shown in Figure l with some parts being shown in section'andsliowing especiall line spacing mechanism, carriage returning mechanism, and back spacingmechanism with the parts being shown in their normal i or at rest positions; some other Darts-including those for actuating the typing mechanismnpt beingshown;

Figure 3 is a vertical section takenfroni end to end of the typewriter showniniFiguresland 2 with some parts broken. awayfotiiers and others shown in elevation; H Figure 4 is a fragmentaryhorizontal section with some parts being'shown in elevationand others being omitted; A ,5

Figure 5 is a detail vertical section on thelline 5-5 of Figure 4 showing apawl and ratchet one way drive construction, drawn, on anfenlarged scale; M Figure 6 is a detail view in elevation showing a cam roller detent mechanism as viewed, when looking in the direction of the? arrow 6 in Figure4; 1

Figure 7 is a fragmentary enlarged vertical sectional view fore, and aft of the machine and showing particularly the relationship between acarriage and fluid coupling for transmitting driveto the carriage. This view also illustrates line spacing mechanism, case shifting mechanism, and ribbon feeding connectionsshown in their 'normal or at rest positions: Figure 8 is a perspective view of'a rockable latch member forming partof the 'ca'se'shifting mechanism, and its pivotal mounting; U

Figure 9 is an enlarged view partly in' elevation and partly in vertical section, fore and'aft of the machine, showing type bar actuating mechanism, carriage drive escapement mechanism, and a safety lock device associated with line locking mechanism; V

Figure 10 is a fragmentarydetailelevation on an enlarged Scale showing the safety lock dethe" carriage: is to be Figure 11 is, a fragmentary horizontal section on the line I I-l I of Figure 9;

Figure 12 isa fragmentary view partly in elevation and partly in vertical section, fore and aft ofthe machine, showing case shift mechanism including a shiftable segment.in lower case position;

view takenend-to-end of the machine and show ing partsof the caseshift mechanism in lower case position;

Figure 141s a fragmentary horizontal sectional view substantially on the irregular lines I4-I4 of Figure 12 and showing the parts in the same positions as are shown in Figure 12;

Figur -15 is a longitudinal horizontal section through planetary reversing gearing and a supplemental. es'capement mechanism conditioned for'back spacing the typewriter carriage in step-;

by-step movements;

Figure 16 is a fragmentary side elevation of the mechanism: shown in Figure 15 but with some parts being shown in section;

Figure. 13 is a fragmentary vertical sectional member C is mounted on the carriage for travel therewith and for rotation thereon for line spacing purposes in the usual manner.

When the machine is conditioned for operation, the carriage B is urged to move in the letter spacing direction under the control of an escapement mechanism unit generally designated D; The escapement mechanismr comprises a "fixed frame 6 which pivotally mounts a rocker I Figure 17-. is adetail section on the line 11-" of Figure 15; I

Figure 18 is an enlarged front elevation of drive reversing and. back spacing mechanism, i

showing the parts in the positions occupied when back spaced in step-by-step increments;

Figure 19 is a view of the mechanism shown in Figure 18 but-with other cooperating parts also bei g illustrated, the parts all being shown in the normal positions they occupy when the machine isconditioned for driving the carriage in the letter-spacing direction:-v

Figure 20 is a detail vertical section onthe line ;2ll-'-2ll of Figure 9 drawn on an enlarged scale and showing a cam mechanism for piloting type bars to typing position and for resetting them in inactive position; r i V Figure 21 is a-front elevational view of line spacing mechanism with some parts belngshown in section and all of the parts being shown in their active positions occupied during a line spacing operation;

Figure 22 is a front elevational view showing Emonmrmr Shown In Process 1 To 22 INCLUSIVE Introduction The invention is capable of being embodied-in typewri-ting machines of various kinds. For

the purposes of illustration it is shown in connection with a typewriter the general construction and arrangement of many of the parts of which conform to the well known Royal Standard typewriter construction. 7 l

The typewritenillustrated comprises a main frame A mounted on which is a bottom rail I cooperable with a top rail 2 and interposed balls 3 for supporting a carriage B for letter spacing and return movements. A cylindrical platen ment wheel Ill. The wheel through a pawl I0 (Figures 1, 7 and 9) to a pin- 22 which is'pivoted asat 23 on the plates 24 and 25, Springs 26 respectively interposedbetween the carriage end plates and rear-,

carrying a fixed dog 8 and a pivoted dog 9 cooperable in the usual manner with an escape- I 0 is connected ion I I normally in mesh with an escapement rack -I2 mounted on the carriage. A universal frame I3 includes arms I4 pivoted at I5-I5 on a frame mounted bracket IS. The universal frame is urged rearwardly by a, spring I! and includes a. universal bar I8 adapted to be pulled forwardly upon the depression of one of the usual key levers or the space bar. Adjustably mounted on the frame I3 is a pressure plate I9 adapted to 'push against a roller 20 journaled at the lower end of a spring arm 2| carried by the rocker I (see Figure 9). When the frame I3 is rocked clockwise as viewed in Figure 9, the plate I9 pushes the roller 20 so as to rock the rocker I and operate the escapement mechanism D to effect a single letter spacing movement of the carriage in the usual manner. The usual space bar 2| (Figure 1) having the arms 2I (Figures 1 and ibis-connected by a link 2I to the universal frame I3.

The escapement rack I2, is mounted on a bail wardly, extending arms 2-l integral with the ball 22 normally hold the rack I2 down in engagement with theescapement pinion- I I. For permitting tabulating movements of the carriage B, the ball 22 and the rack I2 are rocked clockwise as viewed in Figure 1 by a tabulating rack liftilever 28 pivoted on the main frame as at 29 and being formed with an ear 30 engageable with the bail 22 in the usual manner. The carriage is equipped with a ,tabular stop frame 3| mounting a plurality of key-settable stops, one of which is shown at 32 in Figure 1, the stops 32 being adapted to cooperate with a frame'mounted stop finger 33. Operating connections betweenthe stop finger 33 and the tabulating key lever, a portion of which is shown at 34 in Figure 1, include a link 35, the remainder of such connections being of known construction as shownlfor example in the patent to Lewis C. Myers, No. 2,209,279, granted July 23, 19.40. i i

1 The travel of the carriage in letter spacing and return directions is limited respectively by margin stops 36 and-31 mounted on a margin stop bar 38 and being cooperable with a center stop 33 ,(see F gures 9 and 23). When the carriage approaches the end of its travel to the left in the letter spacing direction, the margin stop 330perates a line lock lever 40 so that when the carriage is brought to rest by the center stop 39 the key levers cannot be operated; The line lock lever 40 is pivoted as-atll on the center stop 39 and is formed with a downwardly extending arm 42, the lower end of which is connected by a link 43 to onearm H of a lever 45 pivoted as'at IS on frame brackets 41 (see Figures 9 and 11). A spring 48 interposed between the lever arm 44 and a frame mounted car .49 urges the lever 45 and line lock lever 40 to non-line locking posicarriage end pivot wire 54 which mounts the usual complement of type bar members, one of which is shown at 55. Each type member 55 is formed with a short arm 5|i connected by a link 51 to an intermediate lever 58 pivoted as at 59 on the key lever bracket 50 carried by the frame A. The bracket 80 also mounts the key levers 6| which are pivoted on a fulcrum shaft 62 and are urged upwardly against a stop 63 by returning springs 64. Each key device 6| is connected by a link 65 to a front lever 66 pivoted as at 61 on the frame A. The type bars normally and when in inactive position are supported at their free ends by a head rest 68.

In the conventional Royal Standard construction, as for example the construction shown in the patent to Henry J. Hart No. 2,202,451, granted May 28, 1940, each of the front levers Wiscon- .nected by a link to an associated'intermediate lever 58 so that upon depression of a key lever, manually applied force is transmitted to the type bar for moving it to printing position. The invention claimed herein may be embodied either in typewriters in which manually applied force is relied upon for actuating the type bars, or in typewriters in which depression of a key lever controls the action of power means which applies the actual force for moving the type bars to printing position. In the illustrative embodiment depression of a key lever is utilized to disable a restraining device so as to permit power operable means to apply the effort for-moving the associated type bar.

It will be understood that a key lever 6|, the type bar 55 and associated parts shown in the drawings are representative of each of the plurallty of type bar actions and associated key mechanism although only one complete type bar action is shown. The description of one complete type bar action is intended to'serve as a description of the other type bar actions.

For rotating the platen C to effect line spacing, a ratchet wheel 89-.fast with the platen is adapted to be moved by a spring urged pawl 10 pivoted as at H on arock arm 12 journaled on the platen shaft (see Figure 2) A thrust link 13 is pivotally connected at 14 to the rock arm 12 and is pivotally connected at 15 to a crank arm 16 pivoted as at 11 on a carriage mounted bracket 18. Rocking of the crank arm 15 moves the thrust link 13, rock arm 12, pawl 10, and ratchet wheel 69'to rotate the platen in the well known manner. The crank arm 18 may be returned by a spring 16' as shown in Figure 23. a

The similarity of the construction thus far described to the construction of the known Royal Standard typewriting machine will be apparent to those familiar with the art. Some other parts to be referred to hereinafter also will be recognized as being of known construction.

General description ually operable keys supplies the effort for the per-- formance of the usual typewriting machine operations, 'i. e., letter spacing and return travel driving of the carriage, back spacing and tabulating movement of the carriage, and line spacing movement of the platen. In the embodiment shown in Figures 1 to 22 inclusive, a prime mover F, preferably an electric driving motor, transmits cushioned power through a fluid coupling slip or impositive drive device G for normally urging the carriage B in the letter spacing direction under the control of the escapement mechanism D.

Each type bar action is loaded by power means comprising a spring 19 which urges the associated type bar to move to printing position but which normally is prevented from acting by restraining tion of the arrow 90for returning or mechanism H. Means are provided for individually releasing the restraining mechanism H associated with eachkey lever and type bar in response to operation of that key lever ,and movement of the carriage in theletter spacing direction. i :g-i

Returning of the carriage B to linefstarting position is effected by. transmitting, drive from the motor F through reversing gearing generally designated I controlled by a carriage return, lever 80. Back spacing of the carriage through distances corresponding to a predetermined small number of letter spacing increments is effected bydriving the carriage through the reversing gearing 11 under control of aseparateback spacing escapement mechanism unit J whichin. turn :is controlled by a back space key lever 8|; Normally'the type bar. segment E is held in its upper position by mechanisnr, generally {designatedK which isadapted. tobe releaseddnresponse to depression "of a shift key lever ,azrror permitting the segment tojbemoved downwardly by gravity. The segment E- lSglfGStOIfid to its upper position by lifting mechanism generally 'des- As shown in Figure 3 the motor F is equipped with a shaft 84 journaled as at 85--85 in the housing 86 of the reversing gear I. The shaft 84 turns in the direction of the arrows 81 (Figures 2, 3, and 16) and transmits drive through the reversing gear I to a chain gear 08 which is driven in the direction of the arrow 89 for effecting carriage letter spacing travel and in the direcback spacing the carriage (see Figure 3). I

The chain gear 88 drives-a chain 9| which in turn drives a chain gear 92 fast on a shaft 93 journaled at one end as at 94 in a frame bracket 95. Adjacent its other end the shaft is connected at-96 to the propeller element 91 of the kinetic type fluid coupling G which may be of the kind disclosed in the patent to John J. Kittel No. 2,279,- 141, granted April 7, 1942. The coupling runner element 98 houses the propeller 91' and'the fluid 99 (see Figure 7), and is formed with hubs I00 and MI journaled respectively in bearings I02 and I03. carried by the bracket 05; The end of the shaft 93 adjacent the coupling G is journaled by bearings |04 interposed between the shaft 93 and the hubs I00 and |0|. Bellows seal I05 prevents escape of fluid past the hub |0|. A gear I06 secured as at I01 to the runner hub .I meshes with a rack I08 mounted on the be held at rest by the escapement mechanism D because of the impositive drive characteristics of the fluid coupling G. Whenever the escapement mechanism is operated so as to release the carriage for letter spacing travel, the fluid-transmitted efiort becomes effective for advancing the carriage. When the carriage is broughtto rest by the escapement mechanism, the cushioning effect provided by the fluid coupling G prevents the occurrence of any undesirable shock or strain. During letter spacing operation the chain gear 88 is driven in the direction of the arrow 89- Figure 3).

For returning or back spacing the carriage, the gearing I is set to cause the chain gear 88 to rotate in the direction of the arrow 90 (Figure 3). This will drive the propeller 91 of the sun gears II! and I2I is held stationary. The brake drum I22 which is connected to the sun gear I2I by the shaft I20 is normally held stationary by a releasablebrake band I33 whereas the brake drum I I8 connected to the sun gear I I! by the shaft H6 is normally'free to turn. Thus when the machine is conditioned for the typing of a line, the sun gear I2I is held stationary and the planetary gears I29, I30, and I3I revolve with the carrier flange I26 and rotate about their own axes. The relative ratios of the planetary gears to'their associated sun gears are such that under this condition the sun gear H5 and the chain drive gear 88 will be driven in the direction of the arrow 89 (Figure 3), that is, counterclockwise as viewed from the front of the machine, thus tending to drive the carriage in the letter spacing direction.

coupling G in the opposite direction," thereby reversing the direction of rotation of the gear I06 and driving the rack I08 and carriage in the reverse or return direction.

The reversing gearing I comprises-a planetary transmission enclosed within the housing 86 which is formed with aligned bearings III and H2 (Figure A hollow output shaft II3 journaled in the bearing III has the chain gear 88 secured to it by a set screw II4. A sun gear II5 having twenty-two teeth is secured to the inner end ofthe shaft I I3. A hollow shaft II6 journaled in the bearing H2 is fitted at its inner In order to back space or return the carriage to line starting position, the brake band I33 is released from the drum I 22 and a brake band I34 is applied to the drum II8 to hold it and the 'sun gear II'I against rotation. With the planetary gearing conditioned in this manner, the gears will be driven in the direction indicated by the arrows in Figure 16 and the chain drive gear 88 will be driven in the direction of the arrow 90 (Figure 3) so as to drive the propeller 91 of the fluidcoupling G in the reverse direction and transmit drive to the carriage rack I08 for returning it to line starting position or for back spacing it under the control of the separate escapement mechanism J to be described later.

end with a sun gear I II having twenty teeth, and

at its outer end is equipped with a. brake drum I I8 secured to the shaft by a set screw I I9. Journaled within the hollow shafts H3 and I I6 is a shaft I20 equipped with a sun gear I2I disposed between the sun gears II5Iand III and having twenty-four teeth. A brake drum I22 is secured to the shaft I20 by a set screw I23.

A worm wheel I24 is formed with a hub I25 journaled on the hollow shaft II6. Integral with the hub I25 is a carrier flange I26 on which are mounted planetary gear shafts I2'I, supported also by a ring or arbor I28. Mounted on each shaft I2! is a set of planetary gears I29, I and BI secured together to rotate in unison. The planetary gears I29 have fourteen teeth and mesh with the sun gear I I5 having twenty-two teeth, the planetary gears I30 have twelve teeth and mesh with the sun gear I2I having twenty-four teeth, and the planetary gears I3I have sixteen teeth and mesh with the sun gear I" having twenty teeth. The relation of the pitch diameters of the gears H5, I", IN, I29, I30, and I3I is the same as the relation of the munbers of teeth in the gears. The worm wheel I24 is in mesh with a worm I32 fast on the motor driven shaft 84, which is the input shaft of the reversing gearing I.

In operation, the worm wheel I24 and carrier flange I26 are rotated constantly to move the sets of planet gears I29, I30, and I3I around the sun gears II5, I2I and I II with which they mesh constantly. The direction of rotation of the sun gear H5 and hence the direction of rotation of the chain gear 88 depends upon which of the The mechanism for operating the brake bands I33 and I 34 is shown in Figures 2, 15, 16, 18, 19, 21, and 22. The, ends of the brake band I33 are connected respectively to pins I35 and I36 carried by levers I 31 and I38 both pivoted as at I39 on a bracket I40. A spring I4I connected between arms I42 and I 43 respectively on the levers I31 and I 38 urges the levers to rock in opposite directions for yielda'bly holding the brake band I33 in contact with the drum I22 so as normally to condition the gearing I to transmit letter spacing drive to the carriage. Mechanism for releasing the brake band I33 from the drum I22 includes a double acting cam plate I44 secured/to a rock shaft I45 journaled on .the bracket I40 and being disposed between thelevers I 31- and I38. A rock lever I46 fixed to the shaft I45 is equipped with a shouldered screw I41 which is received in a slot I48 in a vertically movable member I49. The. member I40 is connected to the carriage return lever 80 by means of a link I50.

In operation, when the carriage return lever 80 is depressed the link I50 and-member I49 are raised, the bottom wall of the slot I48 thereby being pressedupwardly against the screw I41 to rock the lever I46 counterclockwise as viewed in Figure 19. I This will rock the cam plate I44 .to the.position shown in Figure 22 so as to rock the levers I31 and I38 against the urge of the spring I4I', thereby moving the brake band I33 out of engagement with the drum I22.

Depressing of the carriage return lever 80 also I serves to apply the brake band I34 to the brake 80. is depressed andwthe vertically reciprocable member I49: is. raised :to release the brake, band I33 in the manner previously described, the shoe I56 will push upwardly on the roller I55 so as As previouslystated, the releasingof the band I33. from the drum I22 and the application of the band I345to the drum II8 causes the chain gear 68. to'revolve, in the direction indicated by the arrow 90 (Figure 3) for-"driving the carriage.

in the return direction. When the lever 80 is released, it will be returned toitsinactive posi-.

Typing mechanism The mechanism for operating and for controlling the operation of the type bars 55 is claimed in the parent application Serial Number 493,450 previously referred to and is. similar in some respects to mechanism disclosed in thempending application of .John J. Kittel, Serial Number 493,449, -filed July 3, 1943. Depressing of a key lever BI is not made effective for applying manually exerted force for moving the type. bar 55 on its printing stroke, but is utilized for releasing the restraint on a spring 19 connected between the intermediate lever 58 and an adjusting plate I51 pivoted as at I58 on the frame A. when released; the spring 19 contracts and rocks the lever 58 counterclockwise, thereby swinging the type bar 55 to printing position.

Depending from a curved slot I59 in the lever.

58 is a link I pivoted at its lower end to a cam. follower lever "I6I in turn pivoted as at I62. on the frame A. The lever- I6I is equipped with an anti-friction roller I63 which normally is held against upward movement by the restraining face I64 of a releasable bar lock keeper I65 pivoted as at I66. The roller I63' also is releasably restrained against upward movement by the crest of one of the eight'lobes I61 on a resetting member comprising a cam I 68 secured to a shaft ,rising of the rollerI63 and therefore normally restrain the lever 58 from being rocked byjthe spring 19. In order to discontinue the restraint of both the keeper I65 and the resetting member I68 and permit thesprlng 19tocontract and drive the type bar to printing position it is necessary to displace the restrainingface I64 of the keeper I65 from above'the roller I63 and also to rotate the'cam I68 so -as to-allowthe roller to move into the depression between two cam lobes I61. 1

The bar lock keeper I65 is adapted to berockedi upon depression of the associated key 6I for displacing the restraining face I64 from above the roller I63. For this purpose an arm I18 on thekeeper I65 is connected by a'link I16"tothe key operated lever 66. Thus, upon depression-of the key 6I, the link'65 will rockthe lever- 66 clockwise. to pull onthe link I18 androck the keeper I65 counterclockwise thereby moving the keeper face I64 away from the roller I63.

Thereafter, to enable thespring 19 to actuate the lever 58, link 51 and type bar. 55, the cam I68 is rotated one-eighth of a revolution. While the depression "between thefllobe :I61-last -positioned above the roller I63andnthenext adjacent lobe is presented above .the roller the lever I6I is free to rock clockwise. Hence thesp'rin'g 19 contracts andrrocks the intermediatelever 58. counterclockwise unrestraine'dby the link I60 and lever I6I, and the link 51 is'pulled forwardly to swing the type barto printing-positiom a's shown-in Figure 9. I i 1 The force of the type bar printing impact may be varied by turning an adjusting screw I119 car-' ried by the adjusting plate I51 and having its end engaging a fixed-part ofthefram'e 'A. If the screw I19 is turned to rockthe adjusting-plate I51 clockwise as viewed in Figures 1 and 9,"the springs 19 associated with the respective type bars will be subjected to-additional tensionso as to be capable of swinging thetype bars 55 into printing position with more force. Adjustment of the tension of the springs 19-isaccompanied pawl I95 carried on an arm I96 fast with the by a variation in the force requiredto depress the key levers 5|, 'thus requiring a 'eavier "touch to effect operation 'ofa type ba is because additional-'tensioning of 'the "springs 19 causes the rollers I63 to be heldagainst the keepers. I with greater force, thereby-requir ing additional manually appliedeffortfor moving the keepers I65 from engagement with the rollers. I63. V

Foroperating the escapement mechanism Din response to the-depression ofa keylever' 6I, a supplemental universal bar I80 is pivoted at I66 and is engaged by projections Ifl lformedrespectively on the barkeepers I65. An' armfl82 on the supplemental universal bar I80 is con-" nected to the escapement frame I3 by a pullrod I83 having its rear end hooked at m to'embrace the rod I8 on the universal frame I3. Thus, when a key lever 6I is depressed, the associated keeper I65 isswung counterclockwise from the position shown in Figure 1 to the position shown in. Figure 9; thereby rocking the supplemental universal bar I80 counterclockwise and swinging the universal frame I3 clockwise to actuate "the escapement mechanism; When the'key lever is released, thesprings' I1 and 64 will contract to restore the par-tsto the positions shown in-Fig- The cam s'haft I 69 is rotated step-by stepin' response to carriage letter spacing travel and moves through one-eighth of a revolution in'response to each letter spacing increment of carriage travel. Connections between the carriagewdriving' mech anism andthe cam shaft I69 include -a gear I64 secured to the front end of a shaft I85and meshing with the carriage driving gear I05. 'A gear I86 secured to the rear end of the shaft I85meshes with a gear I61 rotatable-011 a shaft I88 and meshing with-a gear .I89 fast "onya shaft I90 journaled as at I9I and I92 (FiguresZ, 4, and 15).

' As'leeve I93 freely rotatable :on' the 'shaft I90 is fast with aratchet wheel I 94 engageable by a shaft I90. A spring I91 urges the pawl I95-into operative engagement with the ratchet wheel I94."

A spiral gear I96 fast with the sleeve I93 meshes with a spiral gear I99 secured to the cam shaft I69. When the carriage moves in the letter SPEC! ing direction, the gears I06, I84, I86, I91, and I89 rotate the ratchet shaft I90 in the direction of the arrow 200 (Figure and move theone way each letter spacing increment of the carriage movement.

In operation, and with the parts positioned as shown in Figure 1, each type bar actuating spring 19 is restrained by engagement of the associated roller I63 with a lobe I61 and with the associated keeper restraining face I64. When akey lever BI is depressed, the associated keeper I 65 is swung to the position shown in Figure 9, thereby rocking the supplemental universal bar I80 and operating the escapement mechanism D in the manner previously described. When the carriage moves in response to operation of the escapement mechanism the cam shaft I69 is rotated as explained above. As the cam lobe I61 which was in contact with'the roller I63 prior to operation of the key lever 6| moves from above the roller I63, a earn depression will be presented above the'roller I63 and the rol1er will be enabled to rise so as to permit the spring 19 to move the type bar 55 to printing position, the retreating cam lobe piloting the type bar to typing position. The type bar will reach printing position when the cam shaft has moved through one-sixteenth of a revolution, the parts then being positioned as shown in Figure 9. During the next one-sixteenth of a revolution offth'e cam shaft I69, the next or following cam lobe I61 will engage the roller I63 so as to move the arm I6I downwardly, thereby restoring the type bar 55 to its position of rest, reloading the spring 19, and enabling the restraining face I64 of the keeper I65 to move over the roller I63. The parts then will have been returned to the'positions shown in Figure 1 and the escapement mechanism D will have arrested the carriage and the cam shaft I69.

As shown in Figure 9, the shape and size of the cam I69, the mounting of the type member 55, and the connections between the roller I63 and the type member 55 are so interrelated that the to letterspaces is effected in response to depressing of the back spacing lever BI which reverses the drive through the planetary gearing I and operates the separate back spacing escapement unit J for causing the back spacing movement to take place step-by-step, one step for each depressing of the lever 8|. The lever9I is secured as at 20I to a shaft 202 rockable in a bracket bearing 203 and a pilot bearing 204 in the key lever fulcrumshaft 62 Figures 15 and 19). An arm 205 :of a two-armed lever 206 secured to the shaft 202 haspin and slot connection at 201 to a lever 208 pivoted as at 209 to the bracket I40. A link 2 I 0 is pivoted at its lower end to the lever 208 and at its upper end is pivoted to a frame H I rockable I on the cam shaft I and comprising plates 2| I and 2| I connected by a stake 2| I. A shouldered screw 2I2 mounted on the plate 2" extends through a slot 2I3 in a link 2 pivoted as at 2I5 to an arm 2I6fast on the shaft I53. A pin I46 secured to the lever I46 extends under the rock frame plate 2| I", so thatwhe'n the frame 2I I is rocked counterclockwise the lever I46 also will be rocked.

In operation, depressing of the back spacing lever 8|, rocks the shaft 202 clockwise as viewed in Figure 16 so as to rock the levers 209 and 200 and pull down on the link 2I0, thereby rocking the frame 2I I counterclockwise as viewed In Fi ure '19, This pulls on the link 2I4' to rock the shaft I53 and the arm. I52 from the position the brake drum H8. The rocking of the frame 2 also rocks the lever I46, the shaft I45, and

roller I63 is out of contact with the cam I68'when the type member 55 reaches typing position. Thus the cam I69 is effective for restraining or piloting the type member during part of the typing stroke but not during the last part of the stroke. Con-'- sequently the adjustment of the spring 19 can be effective for varying the force of the type impact.

In the event it is necessary for a service man to perform a type bar aligning operation, requirin the manual raising and holding of individual type bars in or near printing position, the cam shaft I69 is set to position depressions between cam lobes I61 of each cam I69 directly above the rollers I69 associated with the respective type bars 55. For setting the cam shaft I69 in this position, the set screw I11 is loosened and the detent wheel I11 is slid to the left, as viewed in Figure 4, and is turned together with the cam shaft I69 until a pin I11 on the detent wheel enters a hole I11 in the suppoting plate I10. The settable means II1 -411 will position the cams I68 with cam depressions immediately below the rollers I63 as shown in Figure 9, that is with the cams the cam I44 to the positions shown in Figure 18' so as to release the brake band I33 from'the brake drum I22. As previously explained, releas-' ing of the brake band I33 and applying of the brake band I34 conditionsthe planetary trans-. mission I to drive the carriage in the reverse or back spacing direction at which time the shaft I will be rotated in the direction of the arrows 2" in Figure 16.

The escapement mechanism J for causing the back spacing movement to be carried out in stepby-step increments includes two escapement wheels 2I9 and 2I9 both fixed to a sleeve 220 V which is slidable on and normally rotatable relatively to the shaft I90. A disc member 22I fixed tothe shaft I90 is equipped with a pm 222 projecting toward but normally being "out of engagement with the adjacent escapement wheel 2I9, as'shown in Figures 2 and 4. A spring 223 interposed between the root of a counter bore in the hub of th disc HI and the sleeve 220 urges the wheels 2I9 and 2I9'away from the disc 22I so as to maintain the mechanism J normally disabled; but is yieldable to permit the sleeve 220 to be moved to the position shown in Figures 15 and 16 wherein the pin 22: extends between two adjacent teeth 224 on the wheel 2I9. In this position the pin 222 couples the, disc HI and shaft I90 to the escapement wheels 2Il and 2". Mechanism is provided for moving the escapement wheels 2I9 and 2I9 to the position shown in assaaoe Figures 15 and 16 in response to the depressing of the back spacing lever 8|.

' to the position shown in Figure lfi so as to shift the escapement wheels 218 and 219 to the left'and couple them to the pin 222; disc221, and shaft 180. "I

As shown in" Figure 19 the teeth 224' on the wheel 218 are staggered with respect to the teeth 231 on the escapement wheel 219. The staggered teeth are cooperable with a fixed pin stop 232 and a limbered dog 233" in'a' manner to permit step rotational movement ofthe escapement wheels 218' and 219 eachtime the escapeme'nt wheels move axially from the normal positions shown in Figures 2 and 4 to the operating positionsshow'n in Figures 15 and 16 and then back to the normal positions.

In operation, depressing of the back spacing lever 81 first couples the escapement wheel 218 to the disc 221 and shaft 136 and reverses the 1 drive through the gearing I so as tourge the carriage to travel in the reverse direction. 'Depressing of the back spacing lever 81 also shifts the escapement wheels 213 and 219 from their Figure 2 positions to-their Figure 16 positions which, by well knowncoaction of the escapement wheel teeth and the stop 232 and dog 233; permits the shaft 190 to be drivensufliciently for the carriage tobe back spaced one-half of a letter space. Then when the lever 81 is released the escapement wheels 218 and 219 will be shifted to their Figure 2 positions, enabling the carriage tobe back spaced another one-half letter space. Thus, during the to-and-fro movement of the escapement wheels 218' and 2 19 the teeth 224 and 231 will cooperate with the fixed stop 232-and limbered dog" 233 to permit enough rotation oi!v the shaft 190to enable the carriage to be'back spaced" through a distance corresponding to one letter spacing increment. It; will be apparent that the carriage may be back spaced through a distance "corresponding to a plurality of letter space increments by depressing the back space lever 81 repeatedly, each depressing operation bringing about the same sequence of operations of the reversing gear mechanism I and the escapement mechanism J.

Line spacing mechanism In accordance with a-further feature .of the invention, rotation of the platen Cfor line spacing is effected by operation of a normally restrained spring whichis adapted to be rendered active by depressing the carriage return lever 80. A flexible pull band 234 has one of its ends wound partially around and connectedat 235 to a drum236 fast with the line spacing crank arm 16. The bandextends rearwardly from the drum 236 and is trained around a pulley 231 journaled on abracket 238 and thence to and. arounda pulley 239 mounted on a bracket 2411 carried by rection to take up slack in the band 234 butis not strong enough to actuate the line spacing mechanism against the urge .of its returning spring 16 (Figure 23); L

The three-armed lever 246 is urged counter-' clockwise as viewed in Figures 3 and 21 by a power device comprisinga'strong ni'otor spring 243 connected between an arm 249 of the lever 246 and a post 250 on the'bracket 95. Normally the three-armed lever 246 is in the position shown inv Figure 3 which shows it displaced clockwisefrom the positionshown in Fl gurll. releasably restraining the lever 246 'in'mi ipasa tion an arm 251 on the lever is 'equipped 'with a cam follower roller 252 adapted to be held up by a a retainer253 fast with a bail 254 pivoted as at 255 on a bracket 256 and a at 251 n a bracket 258 (see'lf'igure 15). A spring 253 (see Figure 19) interposed betweena stud 260 on thef bail a stud 261 on the frame yieldably holdsth bail with the retainer 253 under the roller252, thereby preventing the'spring 248 fromrockingthe three-armed lever 246 to the position shown in sur 1- i I An arr'n'262 pivoted on the shaft 188 is provided at its upper end with a brake shoe 263 normally. disengaged from 'but'being adapted touengage a brake drum 264 integral with the take-up. drum 242. A spring 265, which i relatively. weak as compared to the spring 243, has one end anchored in a selected one of three holes 266 in-the. arm. 262 and. has its other end connected to thhepost 2 56 The spring265'urgesthe. arm 262 clockwise as viewed in Figures 3 and '21, the movement of the arm :52 by the spring 255 being limited by;

engagement of a stopprojection 261 .onthe arm. with the bracket258..

In operation, the three-armed lever 246 and. brake arm 262 normally willbe in thepositions shown in Figure 3, the brake shoe member,.263

' being out of engagement Withthe brake -drum' 2 64. The drum, 24,2 pan rotate ,freely. togpayiout.

or "take the band 234, while, the.carriage.v travels, and the operating connectionspbetween' the platen memberq and the spring motor -mov-..

able element 246 aretherefore, disabled.

Mechanism is provided for withdrawing the retainer 253 inv response todepressingof thecarriage return lever soasto remove the restraint 1 0n the spring 248 and enable it-to-rock the threearmed lever 246 to theposition shown in Figure 21. During the first part of such rocking move-- ment, the brake drum 264 engagesthe brake shoe 263 so that the drum 242 is locked againstrotation. The lever 246 is. then rocked further-aby.

the spring 248 as is permittedby yieldingioi the spring 265 and corresponding rocking of, the brake arm 262. The drum 242 is thus held against rotation whilebeing moved, bodily; and the band 234 is pulled so as to rotatethe ,drum 235 and actuate the line spacing crank arm 16.

The mechanism for displacingthe retainer 253 from under the roller 252 includes a latch, dog

268 pivoted as at 263 on the vertically movable member 149. The pivot 269 also serves to, connect the lower end of the member 149 to an arm 263*! being displaced laterally. The latch dog 268 is provided with a hook element 210 detachably en-- gaged with a pin element 211 onan arm 212 intes'ral with the bail 254.

adjustably mounted on the bracket 256. Thenrangement is such that when the member 142 The dog 268 is formed with a cam face 213 adapted to engage a pin 2,14

. anddog 268 are raised the cam face 213will be displaced bythe pin 214 to rock the dog 268 and dlsengage'the hook element 210 from the pin ele v merit .211. 1

In operatiomwhenthe carriage return key 80 is depressed and the member I48 is raised in the manner previously described, the first part ofrthe upward movement ofzthe dog 268 will lift the; pin 2.1I-to rock-the-b'ailg254 and displace the retainer; 253 from underneath the roller 252. This will enable the spring 248 to rockthe threearmed-lever 248., engage thebrake drum 264-with the brake .shoe-263, and pull on the band 234 to rock theline spacing crank arm 18. In response to further depression of the key,8 0, the-dog268' continuestorise, causing. it to be unhooked'from the,pin,2-1I by theaction of the pin, 214 on the dogcam face 213. At this time the ball spring 258 isurgingth bail to moveand return the retainer-253 to its normal position but the retainer iscdisposed. alongside the roller 252 as shown in Figure 2 1-, and-rocking of the ball back to nor-.

maliposltion is blocked.

Mechanism driven by the motor F and operable inresponse to carriage return travel is-pro- At this time the cam 215 will revolve in the direction indicated bythe arrows 216 in Figures 21 and.22. When the-roller, 252 was releasedbydisplacement of the retainer 253, the roller descendedintoa. depression on the resetting cam 215'. When the next cam rise passes under the roller 252 therolle-r will be picked'up andmoved substantially to the position hown in Figure 22. The rollerwill then have beenpositioned at a level high enough to enable the bail spring 258 to move the retainer 253 in under the roller by imparting to the roller a slight further upward movement. This will move the roller clear of the resetting cam 215. sothat during continued rotation of the cam throughout the carriage return operation the cam will not engage th roller Whenthe carriage return movement has been completed the key 80 will be released and the member I48 will descend, permitting the dog cam face 213 to passibelow the pin 214. A spring 211 interposed between a pin 218,0n' the member I48 and a short arm 2180 the dog 268 will then return the hook. 2'10sinto detachable engagement with the bail pin21 I.

Figure .21 shows the positions of thep'arts just after thespring 248 has rockedthe three-armed lever-248to pull the band 234 and actuate the line spacing crank arm 16. Figure 22 shows the positions oftheparts just after the resetting cam 215, and retainer; 253 have acted insuccession to return the roller 252=and arm 240 to their normal positions, thereby enabling the returning spring 18* to l store the line spacing crank arm 18 to it's normal position. i

n shouldbe noted that travel .of the carriage brake cam shaft I45 and. the lever I48 through connections independent of the vertically movable member I48. The screw I41 on the lever I48 merely moves idly in the slot I48 of the member I48 so that the latter is not raised-and the line spacing mechanism is not affected. Operation of the carriage returnlever will rock the lever I45 as previously explained but this will not afiectthe back spacing escapement mechanism J because the pin I46 on the lever I46 can moveidly away from the rock frame plate 2| l I It will beseen-that the connections between the powerspring 248 and the line spacing pull band 234 include a manually disengaged friction coupling constituted by the brake drurn284 and brake shoe 2.63, Therefore when the carriage-travels and the coupling 283.264 is disengaged, there will be no strain on the parts other than th small loading imposed by the spring 241 which merely keeps the band-234 taut or free from slack. When the coupling,263264 is engaged by pressing,

of the sh0e263 on the drum 284, the spring motor 248-246 will be operatively connected to the line spacing band 234.

'- C'asesh ifting mechanism its upper position for the typing of 1 small letters.

by the releasable means K including two links 280 pivoted to the segment as-at 28I and pivoted as at 282 to a shift frame generally designated 283. The shift frame 283 comprises arms 284 and 285 connected by a tie rod 288 and respectively being fitted with pintles 281and-288 journaled in frame bearings 288 and 280. The shift frame arm; 284 is formed with .a vertical extension 28I equipped with a cam follower roller 282 normally engaged by the cam end 283 of a secondary release latchor interponent 284 pivoted onthe'tie rod I 66 'a-nd on a shouldered screw 285 (seeFigures l3 and 14!) extending'through the mounting plate I1 I and into the tie rod I56.

The interponent latch 284 comprises spaced arms 288 and 281 connected by a cross bar 288, and an extension 288 on the arm 281. A spring 300 interposed between the extension 288 and a post '30I- on the mounting plate. I 1| urges the latch 284 to rock'clockwise from the normal position shown in Figure 7. However the latch 284 normally is held in its Figure 7 position by engagement of a roller 302 0nthe arm 286 with'a retainer 303 on. a segment release latch or retainer device 304 which is pivoted ona headless screw 305 threaded at 306 in the frame A. A link 301fis pivoted as-at 308 to the shift-key 82 and is-pivoted at 308 to the, segment release latch 304; As shown clearly in Figure 8, the release latch 304 comprises spaced arms 3I0 and 3 connected by a cross bar 3I2, the retainer 303 extending upwardly from the arm 3I0.

In operation, when the shift lever 82 is depressed and rocked counterclockwise as viewed in igure 7, the link 301 will'be retracted torock the segment 'releaselatch- 304 clockwise to the position shown in Figure 12, Withthe retainer 303 in this displaced position, the roller, 3.02 can move downwardly, thereby, enabling the spring 300 to rock the secondary release latch 284 to the position shown in Figure 12. This will displace the cam end 283 from its holding position pressed the operator shift frame 283 to rock counterclockwise from its Figure 7 position to its Figure 12 position. The segment E will then descend by gravity, its weight being partially counterbalanced by a spring 3| 3 connected between the shift frame vertical extension 29l and an adjustable anchor 314 pivoted as at 3l5 on a bracket 3l6. When the shift lever 82 is released it will be returned to its normal position by a spring 82.

The shifting of the segment E is cushioned by shock absorbers provided at each end of the segment and each comprising a pin 3|! having threaded connection with the segment as at 3l8 and passing through a frame lug 3|9. Cushioning springs 32!! are mounted on each pin 3|! both above and below the associated lug M3, the positions ofthe springs being variable by adjusting nuts 32l.

Means actuated by power supplied from the motor F through the fluid coupling G are provided for returning the segment to its upper position. A resetting cam 322 is keyed as at 323 to the cam shaft I69 so as to rotate therewith and to be slidable axially thereon. A spring 324 interposed between the mounting plate l1! and the resetting cam 322 yieldably urges the cam to a normal position shown in Figure 14 wherein the cam is displaced axially out of the plane of a cam follower roller 325 mounted on the arm 29! on the secondary release latch 294. During normal typing operation the cam 322 rotates with the cam shaft 169 but has no effect upon the roller 325.

For shifting the cam 322 into position for cooperation with the roller 325, a. lever 326 pivoted as at 321 on a bracket 328 is equipped with a pin 329 extending into a, groove 338 in the hub of the cam 322. The lever 323 is connected by a link Hi to the shift release lever 83.

In operation, when it is desired that the segment E be returned to its upper position, the shift reset lever 83 is rocked counterclockwise as viewed in Figure 12, causing it to pull on the link 33! and to rock the lever 326 clockwise as viewed in Figure 14. The pin 329 will then shift the cam 322 into the plane of the interponent roller 325. While the shift reset lever 83 is held dewill strike a key lever 6|. As previously explained, operation of a key lever will effect a letter-spacing movement of the carriage which will be accompanied by a partial rotation of the shafts I99 and IE9. Thus the resetting cam 322 will be rotated so that a lobe on the cam will raise the roller 235, thereby rocking the interponent 294 counterclockwise from its Figure 12 position to its Figure 7 position. The cam end 293 will force the roller 292 to the right as viewed inFigure 12 to rock the shift frame 283 back to its normal position as shown in Figure '7. The resetting cam 322 operates the roller 325, interponent 294 and shift frame 233 to return the segment E to its upper position just before the type bar 55 reaches the printing point. The spring 82 will then return the shift key 82 and the segment release latch 394 to their normal positions with the retainer 303 again disposed under the roller 302 on the secondary latch 294, the parts then all being set for the typing of small letters with the segment E supported in its upper position. The cam-urging spring 324 acts through the cam 322, lever 328, and link 33! to return the shift release lever 83 to its normal position. l

Means claimed in the co-pending divisional application Serial Number 525,060, filed March 4, 1944, are provided for preventing operative depressing of more than one key lever Bi at the same time, thereby making it impossible for two or more type bars to collide and/or jam. The usual Royal line lock plate 52 is modified by having formed integrally therewith an extension blade 332 which serves as an operating part adapted to be engaged by the heel 333 of an abutment 334 on any key lever 6 f when it is depressed. The device comprising the parts 52 and 332 is generally of V shape with the leg 332 normally extending diagonally across the paths of the abutment heels 333.

is shifted from the position in Figure 1 to the shown in full lines position shown in full lines in Figures 9 and 10, the abutment heel 333 engages the operating part 332 and rocks the blocking part 52 rearwardly from its normal forwardly offset position to the position shown in full lines in Figures 9 and 10. The line lock plate 52 will then be disposed directly under the toes 335 of of the line lock lever 40 will move the line lock plate 52 to its locking position but rearward movement of the line locking plate caused by depression of a key lever-3| link 5|.

The safety lock device prevents the operation of more than one key lever when the motor F is running and also prevents the depressing of more than one key lever when the motor is shut 011'. Thus damaging of the type bar mechanism is avoided.

Tabulating mechanism As previously explained, tabulating movement.-

of the carriage may be effected by operating the usual tabulating key, a portion of which is shown at 34 (see Figure 1), to lift the rack l2 out of mesh with the escapement pinion ll. When the carriage is no longer restrained by the escapement mechanism, the motor F will drive the carriage through the cushioning fluid coupling G and gearing I. When the carriage is arrested by engagement of the set stop 32 with the tabulating finger 33, the cushioning effect provided by the fluid coupling G will prevent harming the driving mechanism. 4

v Ribbon spool drive The usual Modification shown in Figure 23 Figure 23 shows somewhat diagrammatically *a modified arrangement in which the prime mover or motor E drives the carriage B in the return When the key lever will. not move the ribbon spool driving shaft 338 is driven from the motor F through the fluid cou-' 

